A330-200 cruise data

[misd-agin]

Ref the AF447 crash -

What's the typical weight for an 11 hr flight with 216 passengers?

What would the a/c weight be 3 hrs later?

At that weight what is your turbulence speed?

At that weight, at FL 350, what is typical cruise mach?

At that weight, at FL 350, what is your initial buffet speed at 1.0 G's, 1.3 G's, and 1.5 G's(assuming that's the standard charts).

At that weight, at FL 350, what would your MAX and OPT ALT be?

What would 'green dot' be?

[Henry VIII]

What's the typical weight for an 11 hr flight with 216 passengers?With about 65/68 tons of fuel it could be 'round 215/220 tons.What would the a/c weight be 3 hrs later?With previous figures 'round 195/200 tons.At that weight what is your turbulence speed?It's related to the altitude, regarless of the weight. It's Mach .80At that weight, at FL 350, what is typical cruise mach?It's related to the company policy. Usually something between M .81 to M .83

[misd-agin]

Henry VIII,

Thanks for the reply. Looks like gross t.o. weight is 233 tons.

At 195 or 200 tons what would the max and opt altitudes be?

[Iceman49]

Our turbulent Air Penetration Speed:

Sea Level to 20'000 feet maintain 240kts.

Above 20'000 feet, maintain 260 knots until intercepting 0.78 Mach.

The above provides a 0.5 buffet margin. The target speed is the maximum recommended speed to prevent structural damage. Flight at this speed will give the best protection against loss of control.

[misd-agin]

OK, that's two different answers, .78 and .80 Mach, for turbulent penetration speed on the A330-200.

How about MAX and OPT ALT for a 430,000 and 440,000 lbs a/c?

'Hook' speed at 430-440K lbs at FL350?

'Green dot' at 430-440K lbs at FL350?

TIA.

[Che Guevara]

OK, that's two different answers, .78 and .80 Mach, for turbulent penetration speed on the A330-200.

The turbulence penetration speed of the 332 at FL 350 is M .80, this is the manufacturer's recommended speed, any other speeds as quoted are specific to that company.

[PapaEcho]

Hi,
OPT Should be about FL 363 with 195 tons. MAX Should be about FL 375. Shure MCDU of 447 had programmed a Step Climb to 370/390, so the aircraft should reduce weight till abount 185 tons, before step climb.

Regards,
PapaEcho :ok:

[misd-agin]

Thank you for the opt/max info.

[Iceman49]

Sorry...the .78 for speed is for the 300 model.

[Capt Turbo]

You míst agin by not adding the cargo load, which typically can be 10-20 ton or limited by performance/structural weight
.
Also, there are 3 engine types available for the 330 with 3 different cruise profiles (RR,GE and PW in descending order). Which type was on this aircraft?

And what was the actual SAT profile (may be quite off ISA in the area). Changes max alt if above ISA+10/15.

The book values given to you are no-wind. Small variations in entered FMS winds can change optimum level vs weight by several thousand feet.

Furthermore, on the South Atlantic run one may prefer to step early while still in VHF contact and to negotiate CBs above the cell layer (giving you slightly more space between the stakes in the fence). However, the reduction in maneuvre margin makes this decision slightly delicate.

Just a few of several variable....I suppose one reason why long haul pilots generally are paid better than ....e.g. journalists??

Stop speculating...:=

Turbo

[misd-agin]

Capt Turbo,

Sorry, I'm not speculating. I'm asking performance related questions trying to understand approximately where the a/c would have been in the performance envelope.

SAT? Typically +11 or +12, or less, from my experience crossing the ITCZ at that altitude.

Wind doesn't not change the optimum altitude or maximum altitude of the wing. If might change it for the flight plan, but not the aerodynamics.

Three engine choices? Hopefully people that answer would understand that. You don't see me posting my aircrafts performance numbers because it doesn't apply to a A330-200.

[misd-agin]

Rumor and News AF 447 thread has a post that states there are penalties for engine or wing anti-ice on during cruise.

What are the requirements to use engine or wing anti-ice?

Std ISA at that altitude is -55C, checking recent flight plans crossing the ITCZ showed a temp of ISA + 11. With an SAT of -44C would you need engine anti ice on?

[Henry VIII]

What are the requirements to use engine or wing anti-ice?
It depends from engine manufacturer.
Usually ENG AI must be ON when below 10° C, and icing conditions are present, down to -40°C SAT.
Wing AI is required as anti or de-icer when there are indications that the airframe is piling up ice.

[misd-agin]

Henry VIII - that's the same basic requirements for the a/c I fly.

Someone posted the penalties for engine anti-ice and wing anti-ice and it's impact on altitude. At what temperatures or conditions does the A330 need wing or engine anti-ice in cruise? If it's -40C or colder the std temp at FL 350 is -53C. So it would have to be ISA + 14 to get warmer than -40C.

Are the posted(AF 447 thread) penalties of about -1300' correct for FL350 cruise?